Frederf

Confirming OP's observation. I made inboard track 090T, made JDAM terminal azimuth 090T. Approaching the mark showing the JDAM azimuth on HSI is not displaying a vertical tic mark as it should. The tic mark looks like it's indicating about 120 magnetic which is very different than the entered 090 true. Even a true/magnetic mixup doubled by subtracting instead of adding wouldn't be this big. F18 JDAM HSI impact azimuth mark.trk

Unbox the ALIGN on the DDI.

Terminal heading as selected for impact is 0-359 with respect to truth north. However the terminal heading cue on the HSI should point in the actual direction in the format of the HSI. E.g. if terminal impact azimuth was set 090 true east and airplane is flying true east then HSI cue should point straight up even if magnetic heading is 084.

The inner moving ring compared with the top lubber index is your true heading. For example the heading in the picture above is 175°T. The outer ring just shows other relative bearings so one can quickly find what "120 degrees bearing" is in absolute bearing, e.g. 295°T in the picture above. It's also useful when making turns based on relative pointer bearings. The "2 3 4" marks are also used in this way for the #2, #3, #4 turns in the landing pattern. There is no way to read magnetic heading from this instrument. You'll have to know and add the variation yourself.

Real life yes. In DCS it affects reality. The default BA is 500 and it will burst at 500' btw.

In the F-16's case it's actually 500' BA which will cause the BLU-108s from deploying before hitting the ground if the SUU-66 was traveling steeply downward at burst. If you're very low altitude and level (e.g. 2000') then the BLU-108s won't crash into the ground.

There's no direct way to use autopilot in this way. Best you can do is pitch channel to attitude and roll channel to INS steering. You can do some quickie math to figure out how many FPM are needed. There should be an ETE or ETA figure on the HUD. So if your next waypoint is 5 minutes away and you have to lose 5kft then you want a -1000fpm descent. Hold the AP paddle on the stick and dive until that vertical speed is on the VVI tape (between legs or on HUD if enabled). It won't be exact though so it's usually best to get to altitude slightly early and then fly level through the next point.

The missile config has lots of decision factors. In Sidewinder (S) AMRAAM (A) config the decision between AAS and ASA is usually AAS. I don't know the exact reason but I could guess. Wings provide lift and fuselages don't so it's good to put heavy stuff near where lift is produced at least to minimize airborne loads. The opposite is true on the ground where the wheels provide the "lift." AIM-9s are sensitive to wing twist in terms of aiming. There is compensation but it's not exact so more inboard is less wing twist to undo. AIM-9Xs have enough FOR that being masked by items beside it is a concern. It's also possible that AIM-120 exhaust is not kind to AIM-9 nose glass. Store tips produce shock wake which gives rise to interference drag both for carriage and steady launch. Having all 3 missile tips line up "AAS" probably reduces store-store interference effects. But I don't know how many of these effects and more are considered and which was given priority. I'm curious if the "ASA" config was ever tested or flown. My hazy memory is of pictures of that load but I can't remember what else was carried or much confidence in that memory at all. Almost always it's "AAS".

Pressing MSL STEP button should only cycle in the CCIP→DTOS→CCRP⮐ rotary and in that order. LADD, MAN, ULFT are not accessible by pressing MSL STEP but they are exitable. If MSL STEP is pressed while in LADD, MAN, or ULFT then CCIP is selected, subsequent press changes to DTOS, subsequent press changes to CCRP, subsequent press changes to CCIP, and so on. It's important that CCIP is directly after CCRP in the rotary. F16 AG bomb MSL STEP.trk

The HUD does reverse highlighting by increasing the size of the characters. You can see only VHF characters grow in the videos, not the whole line. However the whole line shifts because the wider VHF letters are also wider.

If you're genuinely getting a miss to the north then check by approaching from different directions. If the miss is always to north approaching from N E S W that points toba different issue than if it always short long left right. Then compare against Mk82, CBU-87 to see if it's weapon dependent. Then use different targeting sensors and different ground elevations. Something might be using the wrong height. For example the GM FCR doesn't do slant ranging in plain scan mode. Don't worry about elec/pneu for the round gauge tho. That just affects the round instrument.

The top picture is odd since the tadpole is showing the INS destination is to the right while the steerpoint diamond symbol is to the left of the FPM. Can you make a track showing this behavior?

You might want to prevent radar energy from exceeding a certain width to avoid being detected by the enemy. Or you simply don't need that width so you can enjoy the faster updates in NORM/EXP. Reduction of azimuth absolutely improves scan rates in NORM/EXP. When actually tracking a target with GMTT or FTT it doesn't matter the "A" setting.

DCS models a huge range of TACAN channels as unusable "because it conflicts with the datalink" in the F/A-18.

The WWII bomb new fuze configuration tech is really cool. I can't wait for it to be implemented into the rest of the stores.

It's because repair lifts the airplane off the ground out of reach of the ground crew services.

You can look at your LIST-6 INS DED page to see where your INS thinks it is. Make sure to CZ any slews as well. This can be a little insidious as there's no obvious indication slews are non-zero.

In DBS1 the patch size is a function of scale. In DBS2 patch size is a function of cursor range. Designating giving a frozen image only remains temporarily (max 10s) entering FTT and its FTT should track things like ships provided the drift detection doesn't return to search.

Nothing in the book suggests that changing scale changes FOV option but nothing says it doesn't either. The other sim (tm) also reverts to NORM on manual range scale change. I dunno. Azimuth settings (A1, A3, A6) are limits to scan azimuth in all scanning modes. DBS has a custom patch size (squares, X miles by X miles) which is automatic and range-dependent. The sweep will be the entire DBS patch or the "A" setting, whichever is smaller. The processing of DBS sweeps should not change with different "A" settings except if the "A" setting limits the sweep width to less than the DBS patch size.

WoW is a yes/no switch that answers "is there WoW?" not what does the plane weigh. Nothing in the airplane weighs it and displays that to pilot. Maybe there is an internal guess based on SMS and fuel for cruise calcs but nothing pilot-facing. For landing speed calcs it's just quick head math and getting to the nearest 1000 is good enough. Pilots are really good a quick approximate math.

Default airplane in editor: Fuel 7163 lbs Empty 19899 lbs Weapons 293 lbs Total 27355 lbs Join mission and total weight is 27355 lbs. Drag fuel/ammo to 0% and 19899 lbs. I'm not seeing an issue.

The -23B part of the PHOA doesn't have it, but the -16B part does pages 2-44/2-45 and glossary https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/instrument_procedures_handbook/media/faa-h-8083-16b.pdf. Here are some some other FAA docs: J.O. 7340.2L Contractions https://www.faa.gov/documentLibrary/media/Order/7340.2L_CNT_Bsc_w_Chg_1_2_dtd_7_14_22.pdf has QNH, QFE not QNE Pilot/Controller Glossary https://www.faa.gov/air_traffic/publications/media/pcg_10-12-17.pdf has all three The FAR AIM has one reference to QFE but not QNH and QNE except in the P/CG which is sometimes published attached J.O 7110.65 has some references but clicking on QNE/QNH links back to the P/CG Here, go nuts: https://www.faa.gov/search/?q=QNE&startAt=0#content Q-codes are a messy historical phenomenon. FAA nor ICAO can authoritatively override beyond their institutions. All they can do is indicate which parts they adopt officially and how those adoptions are interpreted. Extraneous factoids are beyond their control. If you want to be lawyer proof you have to trace all info back to your favorite authority.

Realistically L16 doesn't need GPS to function. GPS is a nice time source but you can make L16 run without it.

Historically radiotelephony has used Q-codes, including QNE, to make a complex question and answer exchange. QNE under this frankly antiquated usage based on non-ICAO/FAA definitions the passed info is indeed an altimeter indication. You have to look through some radiotelephony documents to get this. The official question and official answer encoded by QNE (remember this is Morse encoding) is: Question What indication will my altimeter give on landing at ... (place) at ... hours, my sub-scale being set to 1013.2 millibars (29.92 inches)? Answer On landing at ... (place) at ... hours, with your sub scale being set to 1013.2 millibars (29.92 inches), your altimeter will indicate ... (figures and units). In this radiotelephony exchange when doing pressure altitude landing operations, which no one does, then QNE is indeed a pressure altitude along with a reminder what the pressure setting to reference is. I have never heard of this nonsense before but it's legit. The controller/airport would calculate what pressure altitude their aerodrome/runway numbers/runway threshold is and relay that info. It's from QFE operations where QFE setting is impossible because it's off the settable scale. I'm guessing this only applies in places that routinely use QFE referenced altimeters (UK, Russia) and sometimes the QFE setting is off the altimeter scale so they need a backup plan. QNE as defined in any modern FAA/ICAO document is the ISA standard sea level pressure. You should automatically assume that any reference to QNE is about the pressure, not an altitude. This will serve you well in 99.9% of situations. If for some reason you're under Morse-based R/T doing QFE ops and the QFE setting is impossible to set so you have to reference pressure altitude for approach and landing purposes, yes QNE is asking and replying an altimeter indication.

QNE is the altimeter setting value equal to the ISA sea level pressure and will cause an altimeter to display pressure altitude. This is practically a setting of 29.92(3) inches mercury (equivalent: 760mm Hg, 1013mb, 101.3kPa, 1 atm). No other definition of QNE exists. QNE is not an altitude of any kind and has nothing to do with runways or runway thresholds. Any claim to that effect is incorrect.